CA1139245A - Brake servo assembly for an automatic power transmission - Google Patents
Brake servo assembly for an automatic power transmissionInfo
- Publication number
- CA1139245A CA1139245A CA000349788A CA349788A CA1139245A CA 1139245 A CA1139245 A CA 1139245A CA 000349788 A CA000349788 A CA 000349788A CA 349788 A CA349788 A CA 349788A CA 1139245 A CA1139245 A CA 1139245A
- Authority
- CA
- Canada
- Prior art keywords
- band
- strut
- brake
- opening
- brake band
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/3003—Band brake actuating mechanisms
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D49/00—Brakes with a braking member co-operating with the periphery of a drum, wheel-rim, or the like
- F16D49/08—Brakes with a braking member co-operating with the periphery of a drum, wheel-rim, or the like shaped as an encircling band extending over approximately 360 degrees
- F16D49/12—Brakes with a braking member co-operating with the periphery of a drum, wheel-rim, or the like shaped as an encircling band extending over approximately 360 degrees fluid actuated
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/02—Braking members; Mounting thereof
- F16D65/04—Bands, shoes or pads; Pivots or supporting members therefor
- F16D65/06—Bands, shoes or pads; Pivots or supporting members therefor for externally-engaging brakes
- F16D65/065—Brake bands
- F16D65/067—Brake bands with means for mounting, e.g. end connection members
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Braking Arrangements (AREA)
- Gear-Shifting Mechanisms (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A friction brake band and brake servo assembly for use in an automatic power transmission mechanism for anchoring a reaction gear element to establish a torque reaction point comprising a fluid pressure operated piston that forms a part of a brake servo and a force transmit-ting connection between the piston and one end of a brake band that surrounds a brake drum connected to one gear element and a separate force transmitting connection bet-ween a stationary transmission housing and the other end of the brake band, each connection including a rigid strut of calibrated length which is adapted to transmit a force to its adjacent end of the band while permitting compliance of the band with respect to the brake drum throughout the periphery of the band and means for retaining the struts in place during assembly.
A friction brake band and brake servo assembly for use in an automatic power transmission mechanism for anchoring a reaction gear element to establish a torque reaction point comprising a fluid pressure operated piston that forms a part of a brake servo and a force transmit-ting connection between the piston and one end of a brake band that surrounds a brake drum connected to one gear element and a separate force transmitting connection bet-ween a stationary transmission housing and the other end of the brake band, each connection including a rigid strut of calibrated length which is adapted to transmit a force to its adjacent end of the band while permitting compliance of the band with respect to the brake drum throughout the periphery of the band and means for retaining the struts in place during assembly.
Description
1~39245 BRAKE SERVO A~SEMBLY FOR AN
AUTOMATIC POWER TRANSMISSION
BRIEF DESCRIPTION OF THE INVENTION
My invention comprises improvements in a trans-mission system of the type illustrated in U.S. patent No.
3,404,575. That patent shows a gear system that comprises a compound planetary gear unit with two torque input elements and two torque reaction elements. Clutch means are provided for connecting selectively the turbine of a torque converter to either one or the other or both of the torque input elements. The impeller of the torque conver-ter i5 connected to a vehicle engine crankshaft.
An output gear element of the gear system is con-nected to a driven shaft, which in turn is connected to the vehicle traction wheels through a driveshaft and differential mechanism.
A reaction element of the gear system is con-nected to a brake drum which is surrounded by a brake band.
A piston for a fluid pressure operated servo is connected at the operating end of the brake band by means of a strut, and the reaction end of the brake band is connected by means of a strut to a reaction point on the stationary transmission housing. The latter strut is formed with a precalibrated length so that adjustment of the brake servo would not be required after final assembly.
The operating end of the brake band is connected mechanically to one end of the associated strut prior to the final assembly operation and a corresponding connection is established between one end of the reaction strut and the reaction end of the brake band. These connections facilitate final assembly of the brake band and the trans-mission mechanism and their lengths, or the length of onestrut, can be calibrated so that it is unnecessary to pro-vide for brake band adjustment for any particular trans-mission installation. The connection between each of the band ends and their respective strut is achieved by means of a roll pin that extends through registering openings in the strut and in the end of the brake band. According to ., '`' ~
1139.~45 another embodiment the connection is established by means of a tab formed on the brake band ends and an opening in the adjacent end of the strut that registers with the tab.
BRIEF DESCRIPTION OF THE FIGURES OF THE DRAWINGS
Figure 1 shows an automatic power transmission mechanism having a brake band servo capable of using the improvements of my invention.
Figure 2 is a cross-sectional assembly view of a brake band for use in the construction of Figure 1.
Figure 2A is a detail view of a brake band end as seen from the plane of section line 2A-2A of Figure 2.
Figure 3 is a view similar to Figure 2 showing - an alternate embodiment for the brake band strut retaining . .
means.
Figure 3A is a detail view of a brake band end as seen from the plane of section line 3A-3A of Figure 3.
PAR~ICULAR DESCRIPTION OF THE INVENTION
In Figure 1 numeral 10 designates an internal combustion engine for an automotive vehicle driveline.
Numeral 12 designates a driven shaft which is adapted to be connected to vehicle traction wheels 14 through a drive shaft and a differential-and-axle assembly. A hydrokinetic torque converter 16 is situated between the engine 10 and a multiple ratio gear assembly indicated generally by reference character 18.
The converter 16 includes a bladed impeller 20, a bladed turbine 22 and a bladed stator 24. The turbine, the impeller and the stator are arranged in known fashion in a torus circuit. The impeller is connected drivably ~o engine crankshaft 26,and turbine 22 is connected to a tur-bine shaft 28. The stator 24 is mounted on a stationary stator sleeve shaft 30. An overrunning brake 32 anchors the stator 24 against rotation in a direction opposite to ~39245 the direction of rotation of the impeller, but which per-mits freewheeling motion of the stator in the direction of rotation of the impeller.
The gear assembly 18 comprises a pair of sun gears of differential diameter, the larger sun gear being shown at 34 and the smaller sun gear being shown at 36.
A first set of long planet pinions 38 mesh with sun gear 34 and also with ring gear 40. A set of short planet pinions 42 mesh with small sun gear 36 and with the long planet pinions 38. The planet pinions 42 and the planet pinions 38 are rotatably supported on a common carrier 44. Ring gear 40 is connected drivably to power output shaft 12. Small sun gear 36 is connected to intermediate shaft 46 and large sun gear 34 is connected to sleeve shaft 48. The carrier 44 is adapted to be braked against the transmission housing by means of an overrunning brake 50 located between the carrier and a transmission center support 52 which is connected to the housing. Carrier 44 defines a friction brake drum 54 about which is positioned brake band 56.
A forward drive friction clutch 58 is adapted to connect the turbine shaft 28 to the intermediate shaft 46.
It includes friction discs carried by clutch element 60 and by intermediate shaft 46 which are adapted to be engaged drivably by fluid pressure operated clutch servo 62.
Clutch element 60 forms also a part of high-and-reverse clutch 64 which establishes a driving connection between the larger sun gear 34 and the clutch element 60. Clutch 64 includes a clutch servo 66 having an annular piston that engages clutch discs carried by brake drum 68 and by companion clutch element 60. A brake band 70 surrounds the drum 68 and is engaged and released by a ~luid pres-sure operated brake servo 72.
Brake band 56 for the carrier 44 is applied and released by fluid pressure operated brake servo 74. Brake servo 72, unlike brake servo 74, is a double acting servo.
113~:45 It is applied when fluid pressure is admitted to the pres-sure chamber 76 on the left hand side of the piston 78.
It is released when both the pressure chamber 76 and the opposed pressure chamber 80 are pressurized. Brake band 56 is applied when pressure is admitted to the pressure chamber 82 of the servo 74. Brake band 56 is released by spring 84 acting on the piston 86.
Overdrive operation in the low speed ratio is obtained by engaging clutch 58. Turbine torque then is delivered to sun gear 36 through shaft 46. Carrier 44 acts as a reaction member since it is braked by the over-running brake 50 against the housing. With the ring gear 40 acting as a torque output element, the output shaft 12 is driven at its lowest speed ratio. An upshift to the intermediate speed ratio is achieved by engaging the brake band 70 thus anchoring the sun gear 34. The overrunning bra!ce 50 freewheels in this condition. Clutch 58 is engaged during operation in each of the overdriving ratios.
Direct drive operation is achieved by disengag~
ing the br~ke 70 and applying both clutches 58 and 64 simultaneously. This locks together the elements of the gearing for rotation in unison to establish a 1:1 speed ratio.
Reverse drive operation is achieved by dis-engaging the clutch 58 and engaging the clutch 64. The brake band 56 is applied so that the carrier 44 acts as a reaction member as the ring gear 40 is driven in a reverse direction relative to the direction of motion of the sun gear 34.
I have shown in Figure 1 in schematic form the elements of the automatic control valve system. This includes a fluid pressure governor 88 connected to the output shaft 12. A transmission throttle valve 90, which is actuated by an engine intake manifold pressure sensitive transducer 92, supplies a torque sensitive pressure signal to the control valve system 94. The governor 88 supplies ~1392~5 a speed signal to the same control valve system. Pressure for the control valve system is supplied by an engine driven pump 97. The valve system responds to the signals from the throttle valve to the governor to distribute control pressure from the pump to the brake servos and the clutch servos to establish the shift sequence, previously described. The transducer 92 responds to a vacuum signal from the engine intake manifold 96. A driver controlled accelerator pedal 98 adjusts the position of the throttle valve blade in the throat of the carburetor associated with the manifold 96.
In Figure 2 I have shown in detail the servo and the brake band assembly for the carrier 44 illustrated schematically in Figure 1. Numeral 100 designates the transmission housing. Brake drum 54 is surrounded by brake band 56. The internal surface of the brake band 56 is formed with a semi-circular bend 104 and the operating end of the brake band 56 is formed similarly with a semi-circular bend 106. The anchor end of the brake band 56 is nested in a brake band adaptor 108, which defines a contin-- uation of the internal friction surface of the brzke band._ A reaction strut is disposed between the anchor end of the brake band 56 and a reaction pin 114 which is received in opening 116 in the housing 100. Reaction pin 114 is pro-vided with a groove 118 which receives a recess 120 in the adjacent end of the strut 112. This is best seen in Figure 2A.
The end of the strut adjacent the brake band is provided with an opening 122 which is aligned with an opening extending in a generally radial direction with res-pect to the brake band as shown at 124. Opening 124 extends through the adaptor 108 and through the bend 104 of the brake band 56. A roll pin 126 extends through the aligned openings 122 and 124 thereby retaining the strut 112 in its assembled condition.
The operating end of the band is connected to servo piston rod 128 by means of brake band strut 130.
The end of the strut 130 adjacent the brake band is received in the bend 106 and is formed with an openinig 132 which is aligned with an opening 134 formed in the bend 106 and the adaptor 110. A roll pin 136 is received through the aligned openings 134 and 132 thereby retain-ing the strut 130 in its assembled condition.
The piston rod 128 is positioned slidably in opening 138 in the housing 100. It is attached to servo piston 86, which is slidably positioned in brake operating cylinder 142. The outboard end of the piston rod 128 is provided with a notch 144 which receives the adjacent end of the strut 130.
The length of the strut 112 can be chosen to suit any particular application. This makes it unneces-sary to provide a mechanical adjustment in the servo to compensate for slack in the brake band. It is possible to use a common servo and piston rod for any of a variety of transmission installations merely by choosing the correct blank for strut 112 as well as for the strut 130.
In this way the dimension "X" shown in Figure 2, which is a critical dimension, can be maintained. The roll pins that are used with the brake band ends and with the asso-ciated struts make it possible to assemble the brake bandassembly during high volume manufacturing operations with no difficulty.
In the embodiment of Figures 3 and 3A I have provided an alternate means for attaching the ends of the brake band struts to the ends of the brake band. In the Figure 3 and Figure 3A embodiment the operating end of the brake band is provided with a tab 136'which extends radially inwardly toward the center of the band. The tab 144 is received within the opening 132' in the strut 130'.
This tab connection is used in lieu of the roll pin 136 shown in Figure 2. In a similar fashion the anchor end of the brake band is provided with a tab 126' which extends ~39245 radially inwardly and which is received in opening 122' in the brake band strut 112'. Tab 126'serves the purpose of a roll pin 126. In other respects the construction of Figure 3 is the same as the construction of Figure 2, and the elements of the Figure 3 construction have been iden-tified by similar reference characters although prime notations are added.
AUTOMATIC POWER TRANSMISSION
BRIEF DESCRIPTION OF THE INVENTION
My invention comprises improvements in a trans-mission system of the type illustrated in U.S. patent No.
3,404,575. That patent shows a gear system that comprises a compound planetary gear unit with two torque input elements and two torque reaction elements. Clutch means are provided for connecting selectively the turbine of a torque converter to either one or the other or both of the torque input elements. The impeller of the torque conver-ter i5 connected to a vehicle engine crankshaft.
An output gear element of the gear system is con-nected to a driven shaft, which in turn is connected to the vehicle traction wheels through a driveshaft and differential mechanism.
A reaction element of the gear system is con-nected to a brake drum which is surrounded by a brake band.
A piston for a fluid pressure operated servo is connected at the operating end of the brake band by means of a strut, and the reaction end of the brake band is connected by means of a strut to a reaction point on the stationary transmission housing. The latter strut is formed with a precalibrated length so that adjustment of the brake servo would not be required after final assembly.
The operating end of the brake band is connected mechanically to one end of the associated strut prior to the final assembly operation and a corresponding connection is established between one end of the reaction strut and the reaction end of the brake band. These connections facilitate final assembly of the brake band and the trans-mission mechanism and their lengths, or the length of onestrut, can be calibrated so that it is unnecessary to pro-vide for brake band adjustment for any particular trans-mission installation. The connection between each of the band ends and their respective strut is achieved by means of a roll pin that extends through registering openings in the strut and in the end of the brake band. According to ., '`' ~
1139.~45 another embodiment the connection is established by means of a tab formed on the brake band ends and an opening in the adjacent end of the strut that registers with the tab.
BRIEF DESCRIPTION OF THE FIGURES OF THE DRAWINGS
Figure 1 shows an automatic power transmission mechanism having a brake band servo capable of using the improvements of my invention.
Figure 2 is a cross-sectional assembly view of a brake band for use in the construction of Figure 1.
Figure 2A is a detail view of a brake band end as seen from the plane of section line 2A-2A of Figure 2.
Figure 3 is a view similar to Figure 2 showing - an alternate embodiment for the brake band strut retaining . .
means.
Figure 3A is a detail view of a brake band end as seen from the plane of section line 3A-3A of Figure 3.
PAR~ICULAR DESCRIPTION OF THE INVENTION
In Figure 1 numeral 10 designates an internal combustion engine for an automotive vehicle driveline.
Numeral 12 designates a driven shaft which is adapted to be connected to vehicle traction wheels 14 through a drive shaft and a differential-and-axle assembly. A hydrokinetic torque converter 16 is situated between the engine 10 and a multiple ratio gear assembly indicated generally by reference character 18.
The converter 16 includes a bladed impeller 20, a bladed turbine 22 and a bladed stator 24. The turbine, the impeller and the stator are arranged in known fashion in a torus circuit. The impeller is connected drivably ~o engine crankshaft 26,and turbine 22 is connected to a tur-bine shaft 28. The stator 24 is mounted on a stationary stator sleeve shaft 30. An overrunning brake 32 anchors the stator 24 against rotation in a direction opposite to ~39245 the direction of rotation of the impeller, but which per-mits freewheeling motion of the stator in the direction of rotation of the impeller.
The gear assembly 18 comprises a pair of sun gears of differential diameter, the larger sun gear being shown at 34 and the smaller sun gear being shown at 36.
A first set of long planet pinions 38 mesh with sun gear 34 and also with ring gear 40. A set of short planet pinions 42 mesh with small sun gear 36 and with the long planet pinions 38. The planet pinions 42 and the planet pinions 38 are rotatably supported on a common carrier 44. Ring gear 40 is connected drivably to power output shaft 12. Small sun gear 36 is connected to intermediate shaft 46 and large sun gear 34 is connected to sleeve shaft 48. The carrier 44 is adapted to be braked against the transmission housing by means of an overrunning brake 50 located between the carrier and a transmission center support 52 which is connected to the housing. Carrier 44 defines a friction brake drum 54 about which is positioned brake band 56.
A forward drive friction clutch 58 is adapted to connect the turbine shaft 28 to the intermediate shaft 46.
It includes friction discs carried by clutch element 60 and by intermediate shaft 46 which are adapted to be engaged drivably by fluid pressure operated clutch servo 62.
Clutch element 60 forms also a part of high-and-reverse clutch 64 which establishes a driving connection between the larger sun gear 34 and the clutch element 60. Clutch 64 includes a clutch servo 66 having an annular piston that engages clutch discs carried by brake drum 68 and by companion clutch element 60. A brake band 70 surrounds the drum 68 and is engaged and released by a ~luid pres-sure operated brake servo 72.
Brake band 56 for the carrier 44 is applied and released by fluid pressure operated brake servo 74. Brake servo 72, unlike brake servo 74, is a double acting servo.
113~:45 It is applied when fluid pressure is admitted to the pres-sure chamber 76 on the left hand side of the piston 78.
It is released when both the pressure chamber 76 and the opposed pressure chamber 80 are pressurized. Brake band 56 is applied when pressure is admitted to the pressure chamber 82 of the servo 74. Brake band 56 is released by spring 84 acting on the piston 86.
Overdrive operation in the low speed ratio is obtained by engaging clutch 58. Turbine torque then is delivered to sun gear 36 through shaft 46. Carrier 44 acts as a reaction member since it is braked by the over-running brake 50 against the housing. With the ring gear 40 acting as a torque output element, the output shaft 12 is driven at its lowest speed ratio. An upshift to the intermediate speed ratio is achieved by engaging the brake band 70 thus anchoring the sun gear 34. The overrunning bra!ce 50 freewheels in this condition. Clutch 58 is engaged during operation in each of the overdriving ratios.
Direct drive operation is achieved by disengag~
ing the br~ke 70 and applying both clutches 58 and 64 simultaneously. This locks together the elements of the gearing for rotation in unison to establish a 1:1 speed ratio.
Reverse drive operation is achieved by dis-engaging the clutch 58 and engaging the clutch 64. The brake band 56 is applied so that the carrier 44 acts as a reaction member as the ring gear 40 is driven in a reverse direction relative to the direction of motion of the sun gear 34.
I have shown in Figure 1 in schematic form the elements of the automatic control valve system. This includes a fluid pressure governor 88 connected to the output shaft 12. A transmission throttle valve 90, which is actuated by an engine intake manifold pressure sensitive transducer 92, supplies a torque sensitive pressure signal to the control valve system 94. The governor 88 supplies ~1392~5 a speed signal to the same control valve system. Pressure for the control valve system is supplied by an engine driven pump 97. The valve system responds to the signals from the throttle valve to the governor to distribute control pressure from the pump to the brake servos and the clutch servos to establish the shift sequence, previously described. The transducer 92 responds to a vacuum signal from the engine intake manifold 96. A driver controlled accelerator pedal 98 adjusts the position of the throttle valve blade in the throat of the carburetor associated with the manifold 96.
In Figure 2 I have shown in detail the servo and the brake band assembly for the carrier 44 illustrated schematically in Figure 1. Numeral 100 designates the transmission housing. Brake drum 54 is surrounded by brake band 56. The internal surface of the brake band 56 is formed with a semi-circular bend 104 and the operating end of the brake band 56 is formed similarly with a semi-circular bend 106. The anchor end of the brake band 56 is nested in a brake band adaptor 108, which defines a contin-- uation of the internal friction surface of the brzke band._ A reaction strut is disposed between the anchor end of the brake band 56 and a reaction pin 114 which is received in opening 116 in the housing 100. Reaction pin 114 is pro-vided with a groove 118 which receives a recess 120 in the adjacent end of the strut 112. This is best seen in Figure 2A.
The end of the strut adjacent the brake band is provided with an opening 122 which is aligned with an opening extending in a generally radial direction with res-pect to the brake band as shown at 124. Opening 124 extends through the adaptor 108 and through the bend 104 of the brake band 56. A roll pin 126 extends through the aligned openings 122 and 124 thereby retaining the strut 112 in its assembled condition.
The operating end of the band is connected to servo piston rod 128 by means of brake band strut 130.
The end of the strut 130 adjacent the brake band is received in the bend 106 and is formed with an openinig 132 which is aligned with an opening 134 formed in the bend 106 and the adaptor 110. A roll pin 136 is received through the aligned openings 134 and 132 thereby retain-ing the strut 130 in its assembled condition.
The piston rod 128 is positioned slidably in opening 138 in the housing 100. It is attached to servo piston 86, which is slidably positioned in brake operating cylinder 142. The outboard end of the piston rod 128 is provided with a notch 144 which receives the adjacent end of the strut 130.
The length of the strut 112 can be chosen to suit any particular application. This makes it unneces-sary to provide a mechanical adjustment in the servo to compensate for slack in the brake band. It is possible to use a common servo and piston rod for any of a variety of transmission installations merely by choosing the correct blank for strut 112 as well as for the strut 130.
In this way the dimension "X" shown in Figure 2, which is a critical dimension, can be maintained. The roll pins that are used with the brake band ends and with the asso-ciated struts make it possible to assemble the brake bandassembly during high volume manufacturing operations with no difficulty.
In the embodiment of Figures 3 and 3A I have provided an alternate means for attaching the ends of the brake band struts to the ends of the brake band. In the Figure 3 and Figure 3A embodiment the operating end of the brake band is provided with a tab 136'which extends radially inwardly toward the center of the band. The tab 144 is received within the opening 132' in the strut 130'.
This tab connection is used in lieu of the roll pin 136 shown in Figure 2. In a similar fashion the anchor end of the brake band is provided with a tab 126' which extends ~39245 radially inwardly and which is received in opening 122' in the brake band strut 112'. Tab 126'serves the purpose of a roll pin 126. In other respects the construction of Figure 3 is the same as the construction of Figure 2, and the elements of the Figure 3 construction have been iden-tified by similar reference characters although prime notations are added.
Claims (3)
1. A friction brake assembly for use in an auto-matic power transmission mechanism for anchoring a reac-tion gear element against a stationary transmission hous-ing comprising a brake drum adapted to be connected to said reaction gear element, a brake band encircling said drum, a reaction element supported by said housing adja-cent one end of said brake band, a fluid pressure operated servo supported by said housing and having a piston rod, one end of said piston rod being located adjacent the operating end of said band, the anchor end of said band being formed to define a recess, a reaction strut received in said recess, one end of said strut being adapted to be anchored against said reaction element, an opening formed in the end of said strut within said recess and retainer means carried by the anchor end of said band and extending within the opening in said strut to retain said strut in its assembled condition, the operating end of said band being formed to define a recess, a second strut between said operating end and said piston rod, an opening formed in said second strut adjacent said operating end of said band and retainer means in said operating end of said band received in the opening in the adjacent strut end to retain said strut in the assembled position.
2. The combination as set forth in Claim 1 wherein each retainer means comprises a pin received through an opening formed in the associated end of said band, said pin extending through the opening in the adjacent end of the associated strut.
3. The combination as set forth in Claim 1 wherein said retainer means for each end of the band comprises a tab deformed from the material of the band end, said tab being received in the adjacent opening of the strut thereby retaining the associated strut in an assembled condition.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US2940979A | 1979-04-12 | 1979-04-12 | |
| US29,409 | 1979-04-12 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1139245A true CA1139245A (en) | 1983-01-11 |
Family
ID=21848859
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000349788A Expired CA1139245A (en) | 1979-04-12 | 1980-04-14 | Brake servo assembly for an automatic power transmission |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JPS566929A (en) |
| CA (1) | CA1139245A (en) |
| DE (1) | DE3012611A1 (en) |
| GB (1) | GB2048406A (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3404546C1 (en) * | 1984-02-09 | 1985-05-30 | Daimler Benz Ag | Piston of a pressure medium actuator with an adjustable piston rod in its effective length |
| GB2273535B (en) * | 1992-12-17 | 1995-12-13 | Gen Motors France | Automatic transmission |
| KR970004005B1 (en) * | 1994-12-29 | 1997-03-24 | 대우중공업 주식회사 | Parking brake |
| US9273738B2 (en) * | 2014-05-30 | 2016-03-01 | Goodrich Corporation | Belt park brake and methods |
-
1980
- 1980-04-01 DE DE19803012611 patent/DE3012611A1/en active Pending
- 1980-04-03 GB GB8011290A patent/GB2048406A/en not_active Withdrawn
- 1980-04-11 JP JP4793480A patent/JPS566929A/en active Pending
- 1980-04-14 CA CA000349788A patent/CA1139245A/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| JPS566929A (en) | 1981-01-24 |
| DE3012611A1 (en) | 1980-10-16 |
| GB2048406A (en) | 1980-12-10 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |